Manual 8663964

Transcript

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FLIGHTSIM I A DIVISION OF TANDY CORPORATION FORT WORTH, TEXAS 78102 FLIGHTSIM I PROGRAM © 1984, Greg Zumwalt Licensed to Tandy Corporation All Rights Reserved. All portions of this software are copyrighted and are the proprietary and trade secret information Corporation and/or its licensor. of Tandy Use, reproduction or publication of any portion of this material without the prior written authorization by Tandy Corporation is strictly prohibited. Flight Simulator Program Manual: © 1984, Tandy Corporation All Rights Reserved. Reproduction or use, without express written permission from Tandy Corporation, of any portion of this manual is prohibited. While reasonable efforts have been taken in the preparation of this manual to assure its accuracy, Tandy Corporation assumes no liability resulting from any errors or omissions in this manual, or from the use of the information contained herein. Manual written 10 9 8 7 by Jonathan 6 5 4 3 Mendoza 2 1 FLIGHTSIM I Introduction Required Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GroundSchool Theory ofFlight TheWind and theWing TheFourForces (lift, gravity, thrust, and drag) TheThreeAxes TheControlSurfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aboard theJet LoadingInstructions TheStartUpScreen TheControls andIndicators TheCRASHMessages FLIGHTSIMIModes . . . . . . . . . SampleSession TakingOff Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 3 3 6 8 10 12 . 16 16 17 18 26 27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 30 32 . . . . . . . . . . . . . . . . . . . . . . . 35 Preparing aFlightPlan Introduction Flight Simulator I (FLIGHTSIMI) puts you inside the cockpit, behind the controls of a high performancejet. If you have ever entertained notions about flying, you'll find thisDiskProgram for your ColorComputer both stimulating and challenging. The simulation environment consists of approximately22,185 square miles and recreates most of the conditions normally encountered in actual flight. You can fly yourjet to any of eight airports or nine landmarks scattered throughout the simulation area. TheJet features retractable gear, full flap control, and a cruising speed of375 knots(or432 mph) . Its instrument panel includesAuto-Pilot, Glidescope, AttitudeDeviationIndicator(ADI) , Altitude, Speed, Rate ofClimb indicators, and various other monitoring devices. Although you may wish to take off immediately, it is a good idea to examine the laws and principles that makeflight possible. Thefirst section of the manual, "GroundSchool, " offers a brief introduction of these concepts. If you already know someflight theory and want to "fly" immediately, skim over the first section and then go directly to "Aboard theJet, " where you become acquainted with the various controls and indicators and their respective functions. Finally, the "SampleSession" coaches you through some elementary flight procedures(such as taking off and landing) . After experimenting with 1 your controls and attempting some maneuvers, use the aeronautical map included to devise a "flight plan, " a methodical way to reach a particular destination. When you become adept at flying thejet, you are certainly not a qualified pilot. However, you will have gained a basic understanding of aerodynamics and the mechanics of flight. Who knows, someday you may face a real runway. Required Equipment To useFLIGHTSIMI, you need the following equipment: • A ColorComputer with32K Memory (RAM) • ATV monitor • AColorComputerMiniDisk® • Twojoysticks(self-centeringDeluxe Joysticks, ® 26-3012, recommended) 2 Ground School A complete understanding of flight involves delving into the fields of meteorology , phy sics, aerody namics, and a variety of related disciplines. To undertake such a study requires considerable time and vast quantities of information that cannot be supplied here. The purpose of this section, however, is to acquaint y ou with some of the basic principles that make flight of heavier-than-air craft possible. (If y ou wish to pursue flight theory further, visit y our public library . ) Theory of Flight There is no my stery to flight. Flight is simply the result of harnessing some known natural forces. In its simplest form, flight takes advantage of two particular laws of nature: • • Areas of high pressure tend to move into areas of low pressure. (This is the same law that allows meteorologists to predict the weather. ) When a gas(such as the air that surrounds us) is accelerated, it loses pressure. This law is known as theBernoulli Principle. But how does an airplane that may weigh several thousand pounds use these laws to launch itself into the air and climb to great altitudes? The secret, as y ou will see, is in the interaction between the wind and the wing. But before examining this interaction, let's take a closer look at the two laws that make flight a reality . 3 High and Low Pressure Areas Our planet is enveloped in a shroud of air that we call the atmosphere. The atmosphere is never static. A combination of atmospheric factors - such as temperature, density, humidity, and so onproduces high and low pressure areas. High and low pressure areas can be, and often are, immense. Anybody who watches the weather onTV has seen meteorological charts with the high and low pressure areas prominently displayed. Meteorologists have discovered that much of the weather we experience is a direct result of high pressure areas pushing their way into low pressure areas, as the law above maintains. Thus, huge masses of air move and shift, bringing with them warm or cold fronts and even disastrous weather. Aeronautical engineers have also studied this law. They have learned how to apply it to produce the wonder of air travel. An airplane flies by creating a low pressure area above its wings while the air pressure below the wings remains high. The high pressure area(below) , in its attempt to move into the low pressure area (above) , pushes the wings in an upward direction. This is known aslift in aerodynamic terms. But how is the low pressure area above the wing created? A closer look at Bernoulli's Principle is the first step in answering this question. 4 Bernoulli's Principle In the18th century, aSwiss scientistby the name of Bernoulli made a crucial discovery - when the speed of a fluid or gas increases, its pressure decreases. Today's sophisticated aircraft, which can soar thousands of feet over the ground and cover vast expanses of territory, continue to rely on this seemingly simple principle. Bernoulli's principle canbe demonstratedby rushing air through aventuri tube. A venturi tube is a tube-like device with a narrow middle portion and wider ends. Air is rushed into the tube at a fixed rate. As the air reaches the narrow section of the tube, it speeds up and loses pressure. Leaving the narrow area, the air slows down and regains pressure. Pressure loss occursbecause the air molecules exert energy as they are forced to accelerate through the narrow portion. This acceleration leaves the air molecules with less energy for producing pressure. / /� � --....._-== � - - _______.. ,.-t----+- - - --------.- +---- -:::::: ::---... -1_. � � ----4'--''--- 5 The Wind and the Wing As was mentioned at thebeginning, the interaction between the wind and the wing is responsible for the phenomenon of flight. The wing is a specially designed structure that controls the flow of air above andbelow its surface in a precise manner. The wing of any airplanecauses the air above its surface to accelerate and thus lose pressure(Bernoulli's Principle) . The airbelow the wing does not accelerate as much and, therefore, retains higher pressure. To understand how the wing controls the flow of air in this way, consider first how other objects interact with the wind. Suppose that you are driving a car at a moderate speed. Next to you, on the seat, are a dinner plate and abaseball. First, you take the plate and stick it out of the window with its circular surface facing the wind directly. Immediately, you feel your arm pushedback. The plateblocks oncoming air and opposes the smooth flow of wind around it. The wind tends to offer resistance to the movement of any object. This is known asdrag in aerodynamic terms. The plate, facing the wind directly, is creating maximum drag. (See the illustration. ) 6 Now, you take the baseball and stick it out the window. You experience some drag, but not nearly as much as with the plate. The baseball has no flat surfaces.Instead, it presents a smooth, curved surface to the oncoming wind.The wind flow does not meet direct opposition. The air is able to curve above and below the baseball and continue its path. (See illustration.) Finally, consider the wing.The wing, unlike the plate or the baseball, controls the flow of air above and below it in a precise way.To see how this is possible, examine a cross section of a wing. The leading edge of the wing presents a curved surface to the oncoming air. The top(or top camber) of the wing is slightly rounded. The bottom camber is flatter. As an airplane speeds down a runway, the wing causes oncoming air to split into two paths- over the top camber and below the bottom camber.The streams of air meet again at the trailing edge of the wing.The air on top of the wing, however, travels a 7 longer distance since the top camber forces the air to curve around it. The air below the wing, by comparison, travels a straighter path and a shorter distance. Yet, the air below and above meet exactly at the same time at the trailing edge of the wing. The only way this can happen is because the air above the wing accelerates. AsBernoulli'sPrinciple maintains, the air over the wing has to lose pressure, because it is being accelerated by the shape of the wing. When the pressure differential between the air above and below the wing is sufficient, lift is created. This is a confirmation of the fact that high pressure areas move into low pressure areas. The Four Forces (lift, gravity, thrust, and drag) There are four unseen forces to which any airplane in straight and levelflight is subjected. Two of these forces have already been mentioned- lift and drag. The other two forces are gravity and thrust. Lift and gravity are two forces that oppose each other directly. Similarly, thrust and drag oppose each other. There are various factors affecting the proportion each of these forces exercises on an aircraft. For the purpose of this program, only a brief description of each of the four forces is necessary. Lift Lift is an upward acting force that results from the pressure differential between air above and below the 8 wing of an airplane. Lift opposes gravity(or weight) , the downward acting force. When lift is greater than gravity, an airplane climbs higher. When gravity is greater than lift, an airplane descends. However, when lift and gravity equal each other, an airplane maintains level flight. Gravity Gravity is the downward acting force that results from the weight of the airplane. Before the craft can be airborne, lift must overcome gravity. Thrust Thrust is the forward motion that is obtained from the aircraft's propeller orjet engine. Thrust is essential for the flight of any winged aircraft. When an airplane flies straight and level at a constant speed, thrust and drag equal each other. An increase in thrust(or engine power) causes a corresponding increase in drag. After these two forces balance each other, the airplane resumes a higher constant speed. Drag Drag is the opposition of the wind to any moving object. Drag can be reduced by streamlining the component parts of an airplane. Drag is desirable during certain maneuvers such as landing or decreasing air speed. 9 The Three Axes Unlike motion on a flat surface, motion in the air is three-dimensional. An airplane can climb or descend, turn right or left, and go forward. Any combination of these maneuvers requires the plane to gyrate around one(or more) of three axes which passes through the airplane's center of gravity. The airplane's path through the air and around its three axes is controlledby movable control surfaces on the wings and the tail. (These control surfaces are discussed later. ) Consider each of the three axes separately. The Axis of Roll (or Longitudinal Axis) The axis of roll extends lengthwise through the nose and tail of the airplane. When other conditions remain equal and the left wing rolls up while the right wing rolls down, or vice versa, the airplane is rolling around the axis of roll. When an airplane rolls on this axis, it is said tobebanking. Banking is associated with turning maneuvers. 10 The Axis of Pitch (or Lateral Axis) The axis of pitch stretches from wingtip to wingtip. When other conditions remain equal and the airplane's nose swings up while the tail goes down, and vice versa, the airplane is rolling around the axis of pitch. Movement around the axis of pitch is associated with climbing and descending maneuvers. The Axis of Yaw (or Vertical Axis) The axis of yaw is perpendicular to the other two and to the Earth's surface when the plane is flying in 11 straight and level flight. When other conditions remain equal and the wings swing left or right, the airplane is rolling around the axis of yaw. Movement around this axis is also associated with turning and banking maneuvers. The Control Surfaces To accomplish every possible maneuver, whether climbing, descending, or turning, your airplane relies on certaincontrol surfaces located on its wings and tail. The control surfaces on yourjet, as in most airplanes, consist of the ailerons, the flaps, the rudder, and the elevators. Rudder Ailerons InFLIGHTSIMI, the action of these surfaces (except for the flaps) is controlled by thecontrol column theRIGHTJoystick. The flaps are manipulated through the keyboard. The following descriptions explain how the surfaces respond to the controls. - 12 The Ailerons The ailerons are located near the wingtips. The coordinated movement of the ailerons lets you turn yourjet around the axis of roll. When the control column is moved either left or right, the ailerons go to work. If you move the control column toward the left, the aileron on the left wing raises from a flat position. At the same time, the aileron on the right wing lowers from a flat position. The left wing(with its aileron raised) starts to lower. This isbecause the aileron is in reality a small wing shape thatbends the wind in such a way that an area of low pressure is createdbelow its surface while the air pressure on top stays high. The high area above the aileron pushes the wing down. Meanwhile, the right wing, with its aileron lowered, acts in an opposite fashion on the left wing. That is, the lowered aileron creates an even lower pressure area above the wing. This causes a greater lifting force that pushes the right wing upwards. When the control column is pushed toward the right, the opposite condition results, so that the right wing lowers and the left wing raises. The Elevators The elevators are two control surfaces located in the tail of the airplane. The elevators sit horizontally (like the wings) and allow for movement around the axis of pitch. The control column also manipulates the motion of the elevators. When you push forward 13 on the control column, you force the elevators into a downward position. In this position, the elevators create a low pressure area above their surface. This causes the tail end of the airplane to lift. Conversely, the nose end lowers. By pullingbackwards on the control column, the elevators are forced into a raised position. The low pressure area is nowbelow the elevators. This causes the tail end to lower, while the nose raises. The Rudder The rudder is also located on the tail of the airplane. The rudder sits in a vertical position(perpendicular to the elevators) , and it controls movement around the axis of yaw. In most airplanes, the rudder is controlled with the rudder pedals. Yourjet, however, allows for rudder control with the control column. When you push the control column to the left, the rudder turns toward the left. A low pressure area is then created on the right side of the rudder. This results in the entire tail end swinging toward the right. When this happens, the airplane's nose heads toward the left. The opposite results occur when you push the control column toward the right. The Flaps The flaps are also located on the wings, but they're closer to thefuselage (or mainbody of the airplane) . The flaps are normally held inside the wingbut can be extended to increase the total area of the wing. In FLIGHTSIMI, the flaps are controlledby the key­ board(more on this in the"Controls andIndicators" section) . Flaps are used to increase lift or decrease airspeed. They do not affect the gyration of the plane. 14 Like ailerons, flaps can alsobe lowered. Unlike ailerons, flaps always move in the same direction. When the flaps are extended half way, they increase the total area of the wing. This is how extra lift is created. When fully extended(and lowered) , however, they increase drag. This, in turn, reduces airspeed. 15 Aboard the Jet Now that you understand thebasic forces that create flight, you are ready toboard thejet. Once inside, get acquainted with the various controls and indicators. It's important that you understand the effect of the controls on the aircraft and learn to interpret instrument readings. There are certain "flight parameters" that result in optimumflying conditions. You must alsobecome familiar with these. In addition, FLIGHTSIMI operates under various modes that give you complete control of the simulation. You'll derive the most from this program if you know how to activate and use the different FLIGHTSIMI modes. All the information you need to get thejet off the ground and into the air is contained in this section. However, for some quick step-by-step instructions on taking off and landing, see the"SampleSession." Loading Instructions 1. Before inserting the disk, be sure that the computer, TV, and disk drive are all turned on. 2. Insert the disk into the drive and lock the drive door. 3. Type LOADM "FLTSIM" and press( E N T E R l at theOK prompt. 4. When theOK prompt returns to the screen, type EXEC ( E N T E R ) . 16 The Start-Up Screen After loading and executing the program, your screen lookslike this: by Greg Zumwalt -------­ ----- COPYRIGHT 1984 LICENSED TO TANOV CORP. ALL RIGHTS RESERVED VER:i01.00.00 I KTS . 3. 0 I p = • 1 ADI . . . --- . 2 AP HOG ALT GEAR I' . OFF -- HOG . 000 00000 ••• - · 000 . + FREEZE F1 ALT _ 28 . . 2 . 4 F _ . . . . 20 0 . I • 4 • 000 8 10 16 2 ROC 1. . •--UP O ' 1 • 3 '3 2 Notice that the screen is divided in half. The upper half of the screen is your view from the cockpit. At this point, the copyright message is on thewindow. Still, you can see the runway stretching out to the horizon. Later, when you're airborne, you'llbe able to see the terrain and any airports or landmarks below. Thebottom half of the screen shows your instruments. All the dials and indicators may not make any sensenow, but soon you'llbe able to interpret their readings. 17 Notice the flashing word "FREEZE" on theMulti­ Function indicator(at thebottom left corner of the screen) . In theFREEZE mode, the simulation is "on hold" indefinitely- whether the airplane is sitting stationary on the ground(as it is now) or hundreds of feet in the air(as it willbe shortly) . Before taking off, you need to familiarize yourself with the instruments in thejet. The Controls and Indicators Yourjet features a complete set of controls and indicators. Before you even attempt to take off, familiarize yourself with the controls, each of the instruments, and their functions. Your two main controls consist of the throttle and the control column. These are theLEFT and RIGHT Joysticks respectively. In addition, you have several keyboard controls. Joystick Controls You will spend the majority of the time using the RIGHT andLEFT Joysticks to control and guide thejet. For this reason, let's examine the throttle and control column controls in more detail. The Throttle Control The throttle regulates the amount of fuel flowing into the engine. By pushing theLEFTJoystick 18 forward(full throttle) the engine develops maximum power. Pullback on theLEFTJoystick to decrease the amount of fuel and power. There are two indicators on the screen directly related to the throttle control. These are the Airspeed andPower indicators. KTS • 0 • • • • • 3 • • • 1 • • • • 2 • These two indicators are on the upper left corner of the instrument panel. TheAirspeed indicator, labeled KTS, shows the aircraft's speed in knots. The numbers around the instrument indicatef/J, lf/Jf/J, 2(/Jf/J, and3f/Jf/J knots. Yourjet will crash due to overspeed if you exceed375 knots. ThePower indicator, labeledP and located to the right of theAirspeed indicator, shows the amount of power developedby the engine. When theLEFT Joystick is fully forward, the verticalbar that indicates the amount of power developed, rises to the top. To decrease the power, pullback on theLEFT Joystick. 19 The Control Column Your RIGHTJoystick is theControlColumn. Using it, you can move the ailerons, the elevator, and the rudder. Pullingback on theControlColumn-causes yourjet to climb. Pushing forward, causes it to dive. Pushing left causes a leftbank(or turn) . Pushing right causes a rightbank. There are various instruments associated with the ControlColumn. The most important is the Attitude Deviation Indicator, located at the center of the screen(to the right of thePower indicator) . TheADI shows the aircraft's angular deviation from a level position with respect to the horizon. TheADI is a"dual axis" instrument in that it displaysboth pitch and roll deviations. Level Flight Nose Up Nose Down (Climb) Attitude (Dive) Attitude Left Bank Right Bank As you can seefrom theseADI readings, when the aircraft maintains a straight and level flight, the artificial horizon line stays centered on the circular display. On a climb(nose up) attitude, the artificial 20 horizon line dropsbelow the center of the display. Conversely, on a descend(nose down) attitude, the horizon line climbs over the center of the display. When the aircraft is on abank or turning attitude, the artificial horizon line tilts in the opposite direction of the turn. Additionally, the line may climb or descend depending on whether the aircraft is descending or climbing whilebanking. Keyboard Controls Although the keyboard controlsa:re not used constantly through the simulation, they'rejust as important as theJoystick controls. You can control the flaps, the landing gear and perform other functions with the keyboard controls. The Landing Gear The landing gear is locked in place and retractedby pressingCTD. Retract the gear immediately after take-off. When you pressQD to retract the gear, the threeblocksby the wordGEAR in theMulti-function display disappear oneby one and the flashing message GEAR appears at thebottom of theMulti­ Function indicator. (The flashing message also appears to remind you to lock the gear in place when landing. ) When you pressQD again to lock the landing gear in place, the threeblocks reappear on the indicator. 21 The Flaps The flaps canbe extended and withdrawn fully or partially. Everytime you pressW (for Extend) , the flaps are extended one fourth of the total extension. PressingW four times results in full flap extension. Press(!l[J to withdraw the flaps one fourth. Press (!l[J four times to withdraw the flaps completely. The indicator associated withflap extension is to the right of theADI, and it is labeledFl. A verticalbar raises or lowers as the flaps are either extended or withdrawn. To increase lift, extend the flaps no more than half way. To increase drag and reduce airspeed, extend the flaps three-fourths or completely out. Other Indicators In addition to the indicators directly associated with the controls, there are various others with which you need tobe acquainted to gain complete control of the aircraft. The Glidescope Vertical deviation indicator Horizontal deviation '--- indicator 22 TheGlidescope is located outside theADI and consists of the vertical and horizontal deviation indicators. This instrument is used during the landing approach. TheGlidescope picks up a narrow radiobeam transmission that is sentfrom the runway. Following thebeam with the aid of the Glidescope results in an optimum descent condition. (Of course, other factors, such as the rate of descent and the ground speed, also have tobe taken into account for successful landings. ) The Altimeter This display, labeledALT and located at the extreme right of the top row of instruments, indicates altitude over sea level in thousands of feet. Inside the dial, a digital display shows altitudesbetween(J and999 feet. Once you are over999 feet, the digital displayblanks out and the needle indicates the altitude in thousands of feet. The Rate of Climb and Descent Indicator This instrument, labeledROC and located at the lower right hand corner of the screen, indicates the rate at which the aircraft ascends or descends in thousands of feet per minute. When the needle goes upward, the plane is in a nose-up climb attitude. When the needle goes down, the airplane is in a nose­ down descend attitude. Optimum rate of ascent is reached at lo. 0 Date To TOTAL B RO U G HT FORWARD From F L I G HTS I M I LOG Time Total Country Cross S i m ulation B R EAKDOWN O F FL Y I N G T I M E REMARKS � ..... Date To TOTAL B RO U G HT FORWARD From F L I G HTS I M I LOG Time Total Country Cross S i m u lation B R EAKDOWN O F FL Y I N G T I M E REMARKS ""'" t.:> Date To TOTAL B RO U G H T FORWARD From F L I G HTS I M I LOG Time Total Country Cross S i m ulation B R EA K DOWN O F F L Y I N G TI M E REMARKS